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Denna studie syftar till att skapa förståelse för hur IKT och digitala verktyg används på fritidshemmet, vidare riktar sig studiens undersökning mot fritidslärarna för att ta del av deras uppfattningar om användning av IKT och digitala verktyg. För att svara på syftet utgår studien från följande frågeställningar: Vad finns det för bakomliggande faktorer i fritidslärarnas användning och vad ser de själva att det finns för för- och nackdelar med användning av IKT och digitala verktyg, hur och varför används digitala verktyg enligt lärarna och hur arbetar lärarna med källkritik och etiska frågor?Fritidshemmet ska enligt styrdokument ge eleverna kunskaper om och i de digitala verktygen, få möjligheter att utforska verktygen samt använda sig av dessa ämnesöverskridande. Vidare ska fritidshemmet fungera som en utjämnande faktor för olika sociala förhållanden. De elever som inte har tillgång till digitala verktyg i hemmet ska alltså erbjudas möjligheter att via fritidshemmet få kunskap som jämnar ut de digitala klyftor som finns. Studien kommer genomföras på två skolor med tre fritidshem. Vidare kommer endast fritidslärare som innehar pedagogisk utbildning vara delaktiga i studien. Datainsamlingen för denna studie har skett genom sex stycken kvalitativa intervjuer. Under intervjuerna har respondenterna fått presentera deras egna åsikter och attityder gentemot IKT och digitala verktyg. Dessa utsagor har därefter ställts mot aktuell forskning som delvis visat liknande resultat som studiens respondenter. Resultatet av det analyserade empiriska materialet påvisar en brist i många av de områden som påverkar arbetet med IKT och digitala verktyg. Främst framkommer det att respondenternas attityder, eget intresse, tillgång av verktygen och stöd från ledningen är de största faktorerna som påverkar denna användning både positivt och negativt. Det som inte påverkade var elevernas egna intressen, viljor eller aktuella styrdokument.

Utifrån den framtagna frågeställningen ämnar denna rapport att redogöra hur webbapplikationen Vardagsboxen konstruerats för att uppfylla dess vision om användbarhet. Teori, uppkomna resultat och användartester har lett fram till att en användbar webbapplikation grundar sig i hur användaren upplever denna genom bland annat responsivitet och aktiv återkoppling från webbapplikationen. Därtill är färgval samt antalet använda färger viktigt för att främja användbarhet och i förlängningen vara visuellt tilltalande för den tänkta användarskaran. En användbar webbapplikation ska även vara enkel i design och igenkännbar. Arbetssättet Scrum har applicerats för att strukturera upp arbetsgången under olika iterationer där teknisk utveckling varit i fokus. Vardagsboxen är en internetbutik i form av en prenumerationstjänst där konsumenterna kan prenumerera på vardagsartiklar. Rapporten behandlar webbapplikationens uppbyggnad samt skapandet av en lättnavigerad och användbar tjänst med syfte att frigöra tid i vardagen åt dess användare. Med hjälp av en grundlig prototypframtagning i kombination med analyser av bakomliggande tekniska lösningar, design och resultat från användartester har utvecklingsteamet lyckats skapa en användbar webbapplikation. By focusing on the established thesis, the report aims to depict how the web application Vardagsboxen has been constructed concentrating on the aspect of usability. Theory, results and user testing have led to the conclusions that a usable web application is based on how the user experiences this through responsiveness and active feedback. Furthermore, the coloring and the numbers of colors used are important to enhance usability. A usable web application should also be simple in design and recognizable. The methodology of Scrum has been implemented to structure the project during the ongoing iterations. During these iterations, technical development has been the main focus. Vardagsboxen is an internet shop where the consumers can subscribe to packages of hygiene products. The report includes the process of creating an accessible and serviceable internet shop with hopes to assist the consumers in their everyday life. Through a thorough prototype development in combination with analyzing technical solutions, design and results from usability tests, the development team has successfully created a web application while focusing on usability.

Under slutet på 90-talet genomfördes mätningar av luften partikelhalter i sex svenska städer där syftet var att studera vilka halter som förekommer i gatu-, respektive taknivå och studera partiklarnas ursprung (Areskoug m. fl. 2001). Något förvånande visade det sig att den tydligt dominerande källan till partiklar i gatunivå under vinterhalvåret då halterna är som högst, inte är avgasrelaterade partiklar utan härrör från slitage av vägbana, däck och bromsar. Slitage av vägbanan orsakad av dubbdäcksanvändning bidrar mycket starkt till partikelhalterna, men även vintersandningen är en bidragande orsak. Den nyvunna kunskapen om slitagepartiklarnas betydelse för partikelhalterna kräver ökad kunskap om vilka faktorer som styr bildningen, om partiklarnas egenskaper, om deras eventuella betydelse för hälsoeffekter och om vilka åtgärder som kan bidra till att sänka bidraget. Projektet WearTox är ett av de första som Vägverket initierade för att fylla dessa kunskapsluckor. Projektet har utförts av VTI i samarbete med Lunds universitet och Linköpings universitet. Syftet med projektet har varit att studera den toxiska potentialen hos slitagepartiklar från beläggning och däck hos exponerade mänskliga luftvägsceller. slitagepartiklarnas fysikaliska, kemiska och morfologiska egenskaper. Under arbetets gång tillkom önskemål om karaktärisering av ytterligare kombinationer av däck vägbana och även från försök med sandad vägbana. Dessa tilläggsbeställningar inkluderade dock inte toxikologiska studier utan begränsade sig till karaktäriseringen av partiklarna.

Particles from road and tire wear have in recent years come to the fore as an important and relatively unexplored contribution to air particulate pollution. Mechanically generated wear particles are relatively coarse (>0.5 microns), but in controlled trials in VTI's road simulator it has been found that an ultra-fine fraction (< 100 nm) of particles is formed from tyre and pavement wear. This project was initiated to identify the source of these nanoparticles. The results show that the nanoparticles of the size 30-50 nm occur only from tests with studded tyres. One of the two tested Nordic unstudded winter tyres produced an even finer particle fraction (

Airborne particles from railroad traffic have been identified as an air pollution problem mainly in tunnel environments. As a result of the introduction of the environmental quality standard for inhalable particles in Sweden 2005, the interest in railroad particle pollution has increased. The present report focuses on the variation of PM10 (inhalable particles) in some railroad environments under and above ground, the way these relate to traffic and on the particles' size distributions and elemental composition. The results show that particle concentrations in above ground railroad environments do not exceed the environmental quality standard during the campaigns. Diurnal mean values of PM10 range between 19 to 25 microg/m3. On the contrary, the diurnal mean concentrations on the platforms of the underground stations Arlanda Central and Arlanda South are far above the limit value (237 and 88 microg/m3 respectively) and clear diurnal and weekly patterns in PM10 concentration, co-fluctuating with traffic, can be identified. The particle mass size distribution has an obvious peak around 5-7 ?m at Arlanda C, and slightly smaller, 2-3 microm, at Arlanda S. The concentrations of both PM10 and ultrafine particles (< 0,1 microm) vary a lot depending on different trains. Especially the ultrafine particles seem to be emitted from certain trains, but it has not been possible to identify the source of these particles. The elemental composition of the particles in the tunnel environments was dominated by iron (84 % and 74 % respectively in Arlanda C and Arlanda S), but also other metals, like Cu, Zn, Cr, Ni and Sb (only at Arlanda C) have relatively high concentrations. The tunnel measurements also give some interesting results regarding possible measures against high particle concentrations. Washing of the tunnel walls and floor was carried out on two consecutive nights, but it had no noticeable results on particle concentrations. This implies that a dominant proportion of the particles is directly emitted rather than resuspended. On certain nights, the concentrations of all particle size fractions sank to very low levels, lasting till the morning traffic began. This implies effective self ventilation during these hours. Measurements in several different environments on Stockholm central station show that PM10 vary several tens of microg/m3. Activity, related to both traffic and people, increases particle concentration. The highest concentrations were measured inside the waiting hall. Nevertheless, the concentrations on the platforms were generally at least as high as in the busy street environment outside the station. During a railroad travel, the PM10 and PM2,5 concentrations were generally low, but increase at stops and, most prominently, on entering the Arlanda airport railroad tunnels. The PM2,5 proportion is considered high, contributing to approximately 50-80 % of PM10. The sources of railroad emitted PM10 are likely to be rails, wheels and brakes, but a source apportionment has not been accomplished in this project.

The aims of this project have been to describe PM10 from studded tyre wear and to study their inflammatory effects in human airway cells. The VTI circular road simulator has been used to generate "clean" wear particles from two different pavements; asphalt concrete (ABT) and stone mastic asphalt (ABS), with granite respectively quartzite as the main stone materials. The advantage of using the road simulator is that the contribution from other sources can be minimised. During the project time, the project was expanded also to study particle generation by non-studded winter tyres (friction tyres) and two kinds of winter sanding agents, namely washed crushed stone and unwashed natural sand in combination with both studded and friction tyres. Most of these parts of the project are presented in VTI report 520. The results show that pavement wear by studded tyres generates about 40-50 times as much PM10 as that by friction tyres, but also that the ABT pavement generates several times more PM10 than the ABS pavement. The size distribution within PM10 has a maximum around 3-4 ?m and more than 95 % of the mass is larger than 1 ?m. PM10 is totally dominated by fresh stone material. A fraction of very small particles, with a number concentration peak at around 30-40 nm, was also discovered. Their origin is unknown, but since the number distribution shifted depending on which tyre type was used, a possible origin is the tyres. In the cell studies the inflammation potential of the wear particles was compared with PM10 from Hornsgatan in Stockholm and PM10 from a Stockholm subway station. Later on in the project, diesel particles were made available for comparison. The cell study results show that PM10 from the ABT pavement is at least as inflammatory as diesel particles and more inflammatory than PM10 from the subway. The PM10 from Hornsgatan generally had the highest potential, but PM10 from the ABT pavement was often in parity. This despite the fact that the Hornsgatan PM10 were the only particle sample where endotoxin could be detected. Endotoxin causes an additive effect in studies of inflammation potential. PM10 from the ABS pavement generally had a lower potential than PM10 from the ABT pavement.

The aims of this project have been to describe PM10 from studded tyre wear and to study their inflammatory effects in human airway cells. The VTI circular road simulator has been used to generate "clean" wear particles from two different pavements; asphalt concrete (ABT) and stone mastic asphalt (ABS), with granite respectively quartzite as the main stone materials. The advantage of using the road simulator is that the contribution from other sources can be minimised. During the project time, the project was expanded also to study particle generation by non-studded winter tyres (friction tyres) and two kinds of winter sanding agents, namely washed crushed stone and unwashed natural sand in combination with both studded and friction tyres. The results show that pavement wear by studded tyres generates about 40-50 times as much PM10 as that by friction tyres, but also that the ABT pavement generates several times more PM10 than the ABS pavement. The size distribution within PM10 has a maximum around 3-4 ?m and more than 95 % of the mass is larger than 1 ?m. PM10 is totally dominated by fresh stone material. A fraction of very small particles, with a number concentration peak at around 30-40 nm, was also discovered. Their origin is unknown, but since the number distribution shifted depending on which tyre type was used, a possible origin is the tyres. In the experiments using sanding material, the unwashed natural sand caused the highest PM10 concentrations. Friction tyres on natural sand caused higher concentrations than studded tyres on washed crushed stone. Studded tyres generated more PM10 than friction tyres but the difference was not as large as when no sanding material was used. In the cell studies the inflammation potential of the wear particles was compared with PM10 from Hornsgatan in Stockholm and PM10 from a Stockholm subway station. Later on in the project, diesel particles were made available for comparison. The cell study results show that PM10 from the ABT pavement is at least as inflammatory as diesel particles and more inflammatory than PM10 from the subway. The PM10 from Hornsgatan generally had the highest potential, but PM10 from the ABT pavement was often in parity. This despite the fact that the Hornsgatan PM10 were the only particle sample where endotoxin could be detected. Endotoxin causes an additive effect in studies of inflammation potential. PM10 from the ABS pavement generally had a lower potential than PM10 from the ABT pavement.